EP3899301A1 - Kupplungsaktuator - Google Patents
KupplungsaktuatorInfo
- Publication number
- EP3899301A1 EP3899301A1 EP19829018.1A EP19829018A EP3899301A1 EP 3899301 A1 EP3899301 A1 EP 3899301A1 EP 19829018 A EP19829018 A EP 19829018A EP 3899301 A1 EP3899301 A1 EP 3899301A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- actuator
- roto
- clutch
- linear movement
- cam
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
- 230000007246 mechanism Effects 0.000 claims abstract description 64
- 238000006243 chemical reaction Methods 0.000 claims abstract description 61
- 238000003032 molecular docking Methods 0.000 claims abstract description 15
- 238000005096 rolling process Methods 0.000 claims description 45
- 230000005540 biological transmission Effects 0.000 claims description 11
- 238000002485 combustion reaction Methods 0.000 claims description 10
- 239000012530 fluid Substances 0.000 claims description 8
- 230000001419 dependent effect Effects 0.000 description 4
- 230000014759 maintenance of location Effects 0.000 description 4
- 230000008901 benefit Effects 0.000 description 3
- 230000008859 change Effects 0.000 description 2
- 238000004891 communication Methods 0.000 description 2
- 230000008878 coupling Effects 0.000 description 2
- 238000010168 coupling process Methods 0.000 description 2
- 238000005859 coupling reaction Methods 0.000 description 2
- 230000000694 effects Effects 0.000 description 2
- 239000000463 material Substances 0.000 description 2
- 238000010926 purge Methods 0.000 description 2
- 230000009467 reduction Effects 0.000 description 2
- 229910000831 Steel Inorganic materials 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000010438 heat treatment Methods 0.000 description 1
- 230000002706 hydrostatic effect Effects 0.000 description 1
- 239000007769 metal material Substances 0.000 description 1
- 238000013021 overheating Methods 0.000 description 1
- 230000035939 shock Effects 0.000 description 1
- 239000010959 steel Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D28/00—Electrically-actuated clutches
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
- F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/38—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the driveline clutches
- B60K6/387—Actuated clutches, i.e. clutches engaged or disengaged by electric, hydraulic or mechanical actuating means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D29/00—Clutches and systems of clutches involving both fluid and magnetic actuation
- F16D29/005—Clutches and systems of clutches involving both fluid and magnetic actuation with a fluid pressure piston driven by an electric motor
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—Hybrid vehicles
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D23/00—Details of mechanically-actuated clutches not specific for one distinct type
- F16D23/12—Mechanical clutch-actuating mechanisms arranged outside the clutch as such
- F16D2023/123—Clutch actuation by cams, ramps or ball-screw mechanisms
Definitions
- the present invention relates to a clutch actuator, in particular for a transmission system of a mobility device, in particular of a motor vehicle.
- the invention applies in particular, but not exclusively, to the actuation of a clutch whose state at rest can be normally engaged or normally disengaged.
- the clutch actuator makes it possible to pass from an engaged state, in which the clutch allows the transmission of a torque or of a movement, to a disengaged state, in which such a transmission is not performed, and vice versa.
- the clutch actuator also makes it possible to retain the clutch in the engaged or disengaged state.
- the invention is of particular advantage for the actuation of a clutch of a
- the actuator according to the invention makes it possible to carry out the freewheeling function, a function more commonly known by the term“coasting”, that is to say a function making it possible to decouple the combustion engine from the rest of the transmission when this combustion engine is not loaded, the aim being to save on fuel.
- the invention can also apply to the actuation of a clutch for coupling between a combustion engine and an electric machine when the latter form part of a propulsion chain of a hybrid vehicle. Specifically, there is a need to decouple the combustion engine from the electric machine during long periods, for example when the vehicle is propelled only by the energy of the electric machine.
- This actuator architecture has the disadvantage of using a tangent worm
- the shape of the cam is also complex to realize and is not simple to standardize.
- the invention aims, at least in part, to meet said needs. [14] It achieves this, according to a first aspect, by means of an actuator for a mobility device, in particular a motor vehicle, clutch, the actuator comprising an electric motor, a roto-linear movement conversion mechanism coupled to the electric motor, a hydraulic unit in the form of an emitter cylinder able to actuate the clutch, a cam system able to slide linearly in a direction of movement, the cam system comprising at least one cam track in connection with the roto-linear movement conversion mechanism in order to generate a thrust force toward the hydraulic unit, the cam track comprising at least one first portion and one second portion, the first portion being separate from the second portion, and these two portions having a different profile.
- “different profile” means that the cam track of the cam system has a variable profile.
- the invention is targeted to an actuator for a mobility device, in particular a motor vehicle clutch, the actuator comprising an electric motor, a roto-linear movement conversion mechanism coupled to the electric motor, a hydraulic unit in the form of an emitter cylinder able to actuate the clutch, a cam system able to slide linearly in a direction of movement, the cam system comprising at least one cam track in connection with the roto-linear movement conversion mechanism in order to generate a thrust force toward the hydraulic unit, the cam track comprising at least one first portion whose surface is substantially planar and substantially perpendicular to the direction of movement of the cam system.
- the actuator according to the invention it is thus possible to retain the clutch in the engaged state or in the disengaged state and to do so without supplying the motor with current. This considerably reduces the electrical consumption of the actuator and while ensuring optimal safety.
- the invention thus makes it possible to reduce the size of the electric motor of the actuator, to avoid possible overheating and to reduce the overall weight of the actuator.
- the cam track of the cam system comprises at least one second portion whose surface is inclined with respect to the surface of the first portion.
- the second portion of the cam track is termed“travel portion” and the first portion of the cam track is termed“retaining portion”.
- the actuator is in a stable or virtually stable position that requires only a small supply of current to the electric motor in order to retain the cam system in this position. It is in particular thus possible to cut the electrical supply.
- the second portion of the cam track is termed“travel portion”.
- the first portion of the cam track is termed“docking portion”.
- the first portion of the cam track is termed“retaining portion”.
- portion of the cam track is substantially planar and parallel to the axis X of extension of the roto-linear movement conversion mechanism.
- the retaining portion of the cam track mean, within the sense of the invention, that the surface of the first retaining portion of the cam track is for example inclined by plus or minus five degrees (+/- 5°) with respect to the axis X.
- the two portions of the cam track are straight lines or curves.
- the actuator is particularly silent. It is perfectly integrated into a hybrid vehicle environment and has a good efficiency.
- the clutch with which the actuator interacts is in the completely engaged state when the actuator is in the engaged state, and the clutch is in the completely disengaged state when the actuator is in the disengaged state.
- the clutch with which the actuator above interacts is preferably normally
- the two portions have
- substantially planar surfaces inclined with respect to one another.
- the surface of the second portion of the cam track is inclined by 175° to 120° with respect to the surface of the first portion of the cam track.
- the surface of the second portion of the cam track is in particular 1.5 to 2 times longer than the surface of the first portion of the cam track.
- the electric motor comprises a rotary shaft
- the axis of the rotary shaft of the electric motor and the axis of the roto-linear movement conversion mechanism are parallel. This is the case when a reduction mechanism (gears, chain, belt, etc.) is situated between the rotary shaft of the electric motor and the roto-linear movement conversion mechanism.
- the angle of inclination of the first docking or retaining portion with respect to the axis X is at least 1.25 times smaller than the angle of inclination of the second travel portion with respect to the axis X.
- the angle of inclination of the first docking or retaining portion with respect to the axis X is between 15° and 65°.
- the angle of inclination of the second travel portion with respect to the axis X is between 5° and 45°.
- the hydraulic unit extends along an axis Y which is perpendicular to the axis X of extension of the electric motor and of the roto-linear movement conversion mechanism.
- the direction of movement of the cam system is parallel to the axis Y of extension of the hydraulic unit.
- the cam system is arranged between the roto-linear movement conversion mechanism and the hydraulic unit.
- the roto-linear movement conversion mechanism and the cam system thus convert the rotational movement about the axis X of the electric motor into a translational movement along the axis Y.
- the roto-linear movement conversion mechanism and the cam system are housed in a housing to which the electric motor and the hydraulic unit are fastened.
- movement conversion mechanism is a screw/nut system.
- balls are arranged between the screw and the nut in order to form a ball screw system and thus reduce the friction between the screw and the nut, thereby making it possible to increase the efficiency of the mechanism.
- the nut of the roto-linear movement conversion mechanism comprises at least one rolling member in contact with the cam track of the cam system.
- the rolling member thus performs the function of a cam follower.
- the nut of the roto-linear movement conversion mechanism comprises
- the surface of the second travel portion of the cam track is inclined by 175° to 1 15° with respect to the surface of the first portion, i.e. the docking portion or, respectively retaining portion of the cam track.
- the cam system comprises at least one first rolling element and one second rolling element allowing its linear movement in the housing in the direction of movement.
- the housing comprises at least one first bearing surface able to cooperate with the first rolling element and one second bearing surface able to cooperate with the second rolling element.
- the two bearing surfaces are situated on separate walls of the housing. In a variant, the two bearing surfaces are situated on the same walls of the housing.
- the bearing surfaces take the form of an additional plate made of optimized material, for example hard steel, in order to increase the resistance to the contact pressure of the rolling elements or of the rolling members and thus to reduce friction and noise.
- portion of the cam system is situated radially below the rolling elements of the cam system.
- the first docking or retaining portion of the cam system is situated axially close to the electric motor.
- the housing comprises a first volume and a second volume.
- the first volume houses the roto-linear movement conversion
- the second volume houses the part of the cam system having the rolling elements allowing the linear movement of the cam system in the housing.
- the first volume houses the roto-linear movement conversion mechanism, which is movable along the axis X
- the second volume houses the cam system, which is movable in the direction of movement parallel to the axis Y.
- the hydraulic unit comprises a piston for moving a volume of hydraulic fluid.
- the hydraulic unit also comprises a movement sensor in order to detect the linear position of the piston in the hydraulic unit. This sensor is an absolute position sensor.
- the cam system comprises in particular a tappet able to transmit the thrust force generated by the cam system to the hydraulic unit.
- the piston of the hydraulic unit is in contact with the tappet of the cam system.
- the piston of the hydraulic unit is movable along the axis Y.
- the piston of the hydraulic unit is movable in a direction parallel to the direction of movement of the cam system.
- the piston of the hydraulic unit is returned toward the rear by a return spring housed in the hydraulic unit.
- the piston returned“toward the rear” will be understood below as meaning the actuator in its engaged state, that is to say that the piston moves toward the axis X.
- the piston returned“toward the front” will be understood below as meaning the actuator in its disengaged state, that is to say that the piston moves away from the axis X.
- the hydraulic unit comprises a high-pressure connection region serving to connect a duct for fluidically connecting the hydraulic unit to a receiving cylinder associated with the clutch.
- the hydraulic unit also comprises a low-pressure connection region in fluidic communication with a low-pressure reservoir.
- the movement of the piston in the hydraulic unit causes the movement of a volume of hydraulic fluid in the duct, for example oil, so as to actuate the receiving cylinder, itself able to actuate the clutch.
- the clutch actuator is of the hydrostatic type, that is to say that it allows the movement of a volume of hydraulic fluid without however generating a flow of hydraulic fluid, the volume of fluid remaining in effect virtually unchanged over time.
- Another subject of the present invention is a mobility device clutch system, in particular a motor vehicle clutch system, said clutch system comprising an actuator according to the aforementioned features, a clutch, a receiving cylinder associated with the clutch, and a hydraulic duct arranged between the actuator and the receiving cylinder.
- Another subject of the present invention is a transmission system for a
- the transmission system comprising a combustion engine, a gearbox, possibly an electric machine, and a clutch system according to the aforementioned features, the clutch being arranged between the combustion engine and the gearbox or the electric machine.
- Figure 1 represents a perspective view of a clutch actuator according to a first embodiment of the invention.
- Figure 2 represents a view in section A-A of a second embodiment of the invention in a disengaged state.
- Figure 3 represents a view in section A-A of the embodiment of figure 2 in an engaged state.
- Figure 4 represents a perspective view of a clutch actuator according to a second embodiment of the invention.
- Figure 5 represents a view in section A-A of a second embodiment of the invention in a disengaged state.
- FIG. 6 represents views in section A-A of a variant of the embodiment of figure 4 in respectively a disengaged state and an engaged state.
- FIG. 1 depicts a clutch actuator 1 configured to actuate a clutch (not shown) in order to pass it from an engaged state to a disengaged state, or vice versa.
- This clutch can be a dry or wet single or double clutch and be of the normally closed or normally open type. Within the scope of the invention, the clutch is in particular single and of the normally closed type.
- This clutch actuator 1 comprises an electric motor 2 housed in a shell, a housing 10 receiving a roto-linear movement conversion mechanism and a cam system (which are not shown in figure 1 ) and a hydraulic unit 4 in the form of an emitter cylinder.
- the electric motor 2 is a brushless permanent magnet motor. It comprises a housing 2a able to receive an electronic card serving to control the electric motor 2.
- the housing 10 is composed of two half-shells 10a, 10b connected to one another by fastening means such as screws.
- the housing 10 comprises a first volume 10a and a second volume 10b. The functionality of these volumes will be described in relation to the following figures.
- the housing 10 is made of a plastic or metallic material.
- the hydraulic unit 4 comprises a high-pressure connection region 18 serving to connect a duct for fluidically connecting the hydraulic unit 4 to a receiving cylinder associated with the clutch (which are not shown in figure 1 ).
- the hydraulic unit 4 also comprises a low-pressure connection region 19 in fluidic communication with a low-pressure reservoir (not shown in figure 1 ).
- the electric motor 2 and the hydraulic unit 4 are fastened to the housing 10 by fastening means such as screws.
- a tightness seal can be provided between the electric motor 2 and the housing 10 and between the hydraulic unit 4 and the housing 10.
- the hydraulic unit 4 is situated substantially between the electric motor 2 and the second volume 10b of the housing 10.
- the hydraulic unit 4 is situated at one end of the actuator 1 , this being
- the clutch actuator 1 can be fastened, for example, to a casing of a gearbox, for example via a support (not shown in figure 1 ).
- FIG. 2 depicts the clutch actuator 1 according to the first embodiment and in a disengaged state.
- one half-shell of the housing 10 has been removed in order to reveal the interior of this housing 10 and more precisely the roto-linear movement conversion mechanism 3 and the cam system 5.
- the hydraulic unit 4 is shown in section in order to reveal the piston 16 and the way in which it cooperates with the cam system 5.
- the electric motor 2 comprises a rotary shaft extending along an axis X.
- This rotary shaft which corresponds to the output shaft of the electric motor 2, is directly connected to the roto-linear movement conversion mechanism 3 which extends along this same axis X.
- a reduction mechanism can be arranged between the rotary shaft of the electric motor 2 and the roto- linear movement conversion mechanism 3.
- the roto-linear movement conversion mechanism 3 is a screw/nut system 7 in which balls are arranged between the screw and the nut 7 in order to form a ball screw system.
- the nut 7 of the roto-linear movement conversion mechanism 3 comprises at least one rolling member 8.
- the rolling member 8 cooperates with the cam system 5.
- Another concentric and separate rolling member 8 cooperates with a guide surface 9 of the housing 10. The nut 7 and the rolling member 8 are thus able to move translationally along the axis X when the electric motor 2 is in operation.
- the cam system 5 is able to slide linearly in a direction of movement D in the housing 10.
- the cam system 5 comprises at least one first rolling element 12 and one second rolling element 14 allowing its linear movement in the housing 10 in the direction of movement D.
- the housing 10 comprises at least one first bearing surface 13 able to cooperate with the first rolling element 12 and one second bearing surface 15 able to cooperate with the second rolling element 14.
- the bearing surfaces 13, 15 and the guide surface 9 take the form of additional plates made of optimized material in order to reduce friction and noise.
- the housing 10 comprises a first volume 10a and a second volume 10b, the first volume 10a housing the roto-linear movement conversion mechanism 3 and the part of the cam system 5 having the cam track 6.
- the second volume 10b houses the part of the cam system 5 having the rolling elements 12, 14 allowing the linear movement of the cam system 6 in the housing 10.
- the cam system 5 comprises at least one cam track 6 in connection with the roto-linear movement conversion mechanism 3, more particularly the rolling member 8.
- the rolling member 8 thus performs the function of a cam follower.
- the cam track 6 comprises a first portion 6a and a second portion 6b whose surface is inclined with respect to the surface of the first portion 6a.
- the surface of the second travel portion 6b of the cam track 6 is inclined by an angle a of 175° to 115 or of 175° to 120° with respect to the surface of the first portion 6a of the cam track 6.
- the second portion 6b of the cam track 6 is termed “travel portion”.
- the first portion 6a of the cam track 6 is termed“retaining portion”.
- the surface of the first portion 6a of the cam track 6 is substantially planar. In this embodiment of the figure, this retaining portion 6a is perpendicular to the direction of movement D of the cam system.
- the surface of the first portion 6a of the cam track 6 is substantially planar and parallel to the axis X of extension of the roto-linear movement conversion mechanism 3.
- the hydraulic unit 4 extends at the top part of the actuator 1. This hydraulic unit 4 extends along an axis Y which is perpendicular to the axis X of extension of the electric motor 2 and of the roto-linear movement conversion mechanism 3. The direction of movement D of the cam system 5 is parallel to the axis Y of extension of the hydraulic unit 4.
- the hydraulic unit 4 comprises a piston 16 for moving a volume of hydraulic fluid.
- the piston 16 of the hydraulic unit 4 is movable along the axis Y. In other words, the piston 16 of the hydraulic unit 4 is movable in a direction parallel to the direction of movement D of the cam system 5.
- the tappet 11 serves to transmit the thrust force F generated by the cam system
- the cam system 5 is thus arranged between the roto-linear movement conversion mechanism 3 and the hydraulic unit 4.
- the hydraulic unit 4 also comprises a movement sensor 20 in order to detect the linear position of the piston 16 in the hydraulic unit 4. This sensor 20 makes it possible to provide information for powering the electric motor 2.
- the electric motor 2 is controlled by means of the electronic card, driving the rotation of the rotary shaft and of the roto-linear movement conversion mechanism 3.
- the actuator 1 is in a stable position, and it is thus possible to cut the electrical supply of the electric motor 2.
- the associated rolling member 8 is in contact with the second travel portion 6b of the cam track 6’.
- the cam system 5 then moves linearly in the housing 10 in the direction of movement D and thus allows the movement of the piston 16 in the hydraulic unit 4 in order to vary the state of the clutch.
- the distance and the speed of the linear movement D of the cam system is dependent on the slope of the curve defined by the second travel portion 6b of the cam track 6.
- This curve can be, at least partly, a straight line, as is the case in illustrated embodiments of the invention.
- the associated rolling member 8 is in contact with the first portion 6a of the cam track 6.
- the cam system 5 can no longer move translationally, even under the effect of the spring 17 of the hydraulic unit.
- the embodiment of the invention with a retaining portion takes on its full significance here, since it is thus possible to cut the electrical supply of the electric motor 2 and the clutch will remain in a stable position which, in the case of figure 4, is a disengaged position.
- Figure 3 depicts the clutch actuator 1 according to the first embodiment and in an engaged state. Unlike in figure 2, the rolling member 8 of the roto-linear movement conversion mechanism 3 is in contact with the second travel portion 6b of the cam track 6. In this configuration, the actuator 1 allows the change of state of the clutch on account of the inclination of the second travel portion 6b of the cam track 6.
- Figure 4 depicts a second embodiment of the clutch actuator 1. All the
- the clutch actuator 1 of figure 4 is substantially identical to the clutch actuator 1 of figure 1 but differs in terms of the shape of the housing 10.
- the second volume 10b of the housing 10 is situated substantially between the electric motor 2 and the hydraulic unit 4.
- This arrangement has the advantage of positioning the hydraulic unit 4 at one end of the actuator 1 , this being advantageous for accessibility to this hydraulic unit 4, which requires manipulations, in particular purge manipulations.
- Figure 5 depicts the clutch actuator 1 according to the second embodiment and in a disengaged state.
- the housing 10 and the cam system 5 have different positions.
- the second volume 10b of the housing 10 is situated substantially between the electric motor 2 and the hydraulic unit 4.
- the associated rolling member 8 is in contact with the first portion i.e. retaining portion 6a of the cam track 6, which is the planar surface perpendicular to the direction of movement D of the cam system 5. It is thus possible to cut the electrical supply of the electric motor 2 in this position.
- the associated rolling member 8 is in contact with the second travel portion 6b of the cam track 6.
- the cam system 5 then moves linearly in the housing 10 in the direction of movement D and thus allows the movement of the piston 16 in the hydraulic unit 4 in order to vary the state of the clutch.
- Figure 6 depicts the clutch actuator 1 according to variant of the second
- the cam track 6 comprises a first portion 6a’ and a second portion 6b’ whose surface is inclined with respect to the surface of the first portion 6a’.
- the surface of the second travel portion 6b’ of the cam track 6 is inclined by an angle a of 175° to 115 or of 175° to 120° with respect to the surface of the first portion 6a’ of the cam track 6.
- the second portion 6b’ of the cam track 6 is termed“travel portion”.
- the first portion 6a’of the cam track 6 is termed“docking portion”.
- planar It is inclined by an angle a1 with respect to the axis X. This angle of inclination a1 is between 5° and 45°.
- the surface of the travel portion 6b’ of the cam track 6 is substantially planar and is inclined by an angle a2 with respect to the axis X. This angle of inclination a2 is between 15° and 65°.
- the hydraulic unit 4 extends at the top part of the actuator 1. This hydraulic unit 4 extends along an axis Y which is perpendicular to the axis X of extension of the electric motor 2 and of the roto-linear movement conversion mechanism 3. The direction of movement D of the cam system 5 is parallel to the axis Y of extension of the hydraulic unit 4.
- the hydraulic unit 4 comprises a piston 16 for moving a volume of hydraulic fluid.
- the piston 16 of the hydraulic unit 4 is movable along the axis Y. In other words, the piston 16 of the hydraulic unit 4 is movable in a direction parallel to the direction of movement D of the cam system 5.
- the tappet 11 serves to transmit the thrust force F generated by the cam system
- the cam system 5 is thus arranged between the roto-linear movement conversion mechanism 3 and the hydraulic unit 4.
- the hydraulic unit 4 also comprises a movement sensor 20 in order to detect the linear position of the piston 16 in the hydraulic unit 4. This sensor 20 makes it possible to provide information for powering the electric motor 2.
- the electric motor 2 is controlled by means of the electronic card, driving the rotation of the rotary shaft and of the roto-linear movement conversion mechanism 3.
- the actuator 1 is in a stable position.
- the force to be provided (in terms of torque) by the electric motor 2 to retain the actuator 1 in this position is reduced.
- the speed of translation of the nut 7 of the roto-linear movement conversion mechanism 3 is dependent on the speed of rotation of the electric motor 2.
- the associated rolling member 8 is in contact with the second travel portion 6b’ of the cam track 6.
- the cam system 5 then moves linearly in the housing 10 in the direction of movement D and thus allows the movement of the piston 16 in the hydraulic unit 4 in order to vary the state of the clutch.
- the distance and the speed of the linear movement D of the cam system is dependent on the slope of the curve defined by the second travel portion 6b’ of the cam track 6.
- This curve can be, at least partly, a straight line.
- Figure 7 depicts the clutch actuator 1 of figure 6 in an engaged state. Unlike in figure 6, the rolling member 8 of the roto-linear movement conversion mechanism 3 is in contact with the second travel portion 6b’ of the cam track 6. In this configuration, the actuator 1 allows the change of state of the clutch on account of the inclination of the second travel portion 6b’ of the cam track 6.
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- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Electromagnetism (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Fluid Mechanics (AREA)
- Transmission Devices (AREA)
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1873416A FR3090770B1 (fr) | 2018-12-19 | 2018-12-19 | Actionneur d’embrayage |
FR1873418A FR3090771B1 (fr) | 2018-12-19 | 2018-12-19 | Actionneur d’embrayage |
PCT/EP2019/084674 WO2020126748A1 (en) | 2018-12-19 | 2019-12-11 | Clutch actuator |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3899301A1 true EP3899301A1 (de) | 2021-10-27 |
Family
ID=69061289
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP19829018.1A Withdrawn EP3899301A1 (de) | 2018-12-19 | 2019-12-11 | Kupplungsaktuator |
Country Status (5)
Country | Link |
---|---|
US (1) | US20220072944A1 (de) |
EP (1) | EP3899301A1 (de) |
KR (1) | KR20210103484A (de) |
CN (1) | CN113316693B (de) |
WO (1) | WO2020126748A1 (de) |
Families Citing this family (1)
Publication number | Priority date | Publication date | Assignee | Title |
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CN114838062A (zh) * | 2022-04-12 | 2022-08-02 | 福建盛海智能科技有限公司 | 一种离合操纵机构 |
Family Cites Families (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20050082134A1 (en) * | 2000-04-11 | 2005-04-21 | Automac Engineering Srl | Electric actuators for clutch and/or sequential gearbox operation in motor vehicles |
FR2896288B1 (fr) * | 2006-01-17 | 2010-03-12 | Valeo Embrayages | Actionneur a compensation d'effort en particulier pour un embrayage de vehicule automobile |
DE102013225009A1 (de) | 2013-12-05 | 2015-06-11 | Robert Bosch Gmbh | In Maximalstellung verrastender Aktuator zum Betätigen eines hydraulischen Kupplungsstellers sowie elektrisch betätigbares Kupplungssystem |
KR101526789B1 (ko) * | 2014-02-26 | 2015-06-12 | 주식회사평화발레오 | 클러치 액추에이터 |
KR102006078B1 (ko) * | 2017-11-30 | 2019-07-31 | 주식회사평화발레오 | 캠 슬라이더 감속 구조를 갖는 클러치 액츄에이터 |
-
2019
- 2019-12-11 KR KR1020217018736A patent/KR20210103484A/ko not_active Application Discontinuation
- 2019-12-11 WO PCT/EP2019/084674 patent/WO2020126748A1/en unknown
- 2019-12-11 CN CN201980089529.6A patent/CN113316693B/zh active Active
- 2019-12-11 EP EP19829018.1A patent/EP3899301A1/de not_active Withdrawn
- 2019-12-11 US US17/414,694 patent/US20220072944A1/en not_active Abandoned
Also Published As
Publication number | Publication date |
---|---|
WO2020126748A1 (en) | 2020-06-25 |
CN113316693B (zh) | 2023-07-14 |
KR20210103484A (ko) | 2021-08-23 |
CN113316693A (zh) | 2021-08-27 |
US20220072944A1 (en) | 2022-03-10 |
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